Straight-air mechanism for air-brakes.



W. C. WEBSTERI STRAIGHT AIR MECHANISM FOR Am BRAKES.

K APPLICATION FILED MAY 28. 1914. 1,244,804. Patented oet. 30,1917.

' 2 SHEETS-SHEET I.

Qecec jeZeaSe W. C. WEBSTER. STRAIGHT AIR MECHANISM FOR AIR BRAKES.

n APPLICATiON EILED MAY 28. 1914. Lo, Patented oet. 30,1917.

y 2 SHEETS-SHEET 2.

fil

WrLLIs owniss'mnn, ornujsols. PENNSYLVANIA, vAssi company; for PHQENIX, saisons,

lArnivr suon To 'BUFFALO Manna-KE A lconrosarion ori ARIZQNAQ Q STRAIGHT-MRMECHANISM vnon AIR-BRAKES.

andi particularly to ineans'for operating the engine brakes of. .a train .by air from the l mainv reservoir ofthe air brakesystem.

Thefmain 'objectof this invention is-.to p'rovideineans whereby-.the triple valve on the enginefmay lie-shifted 'to-service position by use of straight air-""f and' eliminate-the use of'check valves' or like valves'. between the straight air mechanism andfthe. triple 'valvey f' y 'srnothery object ofniy inventionis to provide a-v straight air system `jin which the i pressure applied to `the engine brakes shall be at' all times in correspondence With the pressure in the main reservoir and the -train pipe so thatiir the v pressure `in the main reservoir is increased, thel pressure-1 applied to the en gine brakesand inthe trainfpip'e shall also be increased.l In all standard airybrake systemsy pressure appliedto the enginebrakes bythestraightairsystem is the same atall times, no matterhow muchl the inain -reservoir and brake pipe pressures are raised above the standard 90 lbsfand 70 lbs., respectively. 'Inother Words, ify the 'straight air brake is set with a` main reservoir-pressure of 90 llos; and a trainflineipressure'of lbs., the pressurein `the engine brake cylinderswill 'be 45 lbs., assuming thatthe reducingval'v'e has been adjusted to` this pressure, and this pressure will' always be i5 lbs., `no more or; no less, evenk though-the mainreservoirpressure befraised to 110 lbs. and the trainr line pressureto lbs. ,There will be 45 lbs. of pressure upon a str-aight air application of the engine'brakes, lthough the pressure in the automaticapplication Will vary With the train line pressure. W'ith my construction if-'pressure is raised v'inthe main resei'voir-above 90 lbs., the `straight air f application is alsol automaticallyV Yincreased; in proportion. I il 1 A'further object omy invention isto provide a straight air. brake valveadapted to operate the triple 'valve on, theenginefto thereby open the triple fvalveexhaust port i' SpecificationofIiettersrPatent.

. appncauon.inedMayas,1914. sialno. 841,656.

in tsquek releaeepeeiten, and @lese the triple valveexhaust port in its,serviceposi?y tion y'for reasons which will hereafter more fully appear, and, t0 so rdesign the bijt e valve` as to. give either a graduated l 4service y q application, a. quick service applications graduated releaseora quiclgrelease.

A further Object is toV so cronstriictk the straight air. brakeleystfem. that. it may. .be operated even Whenthere isvno brakeppipe pressure .so k,that thefstraight air .may be appedgor. released at will te. @Delete l*511e ,lPle valve and thereby admiten .fremthemeli reservoir yto :the auxiliary reservoirfand brake cylinder, or toexhaust `fro/1n auXf iliary reservoir andlbrake cylinder to ,release llebrake.: i l

Patenaoee so', 519113 Myginvention isillustratedin laceoinpauying drawings, wherein.:

Flgure l's adagammatie;View eff-the f.

elements ofiny straight air system in'quiek releaseposition. l F ig. 2 is a likeview to lF, ig. lflout showing the elementsoi the system ini the quick. service; position. f

Fig.v Sis a diagraniniaticview showing the position of the slide valve running onlap position. j j

l. Fig. 4f; is like View` shewngthe Meir/,i011 of the .slide valve at graduated release.

,Figi 5 .gis la vertical*` section glth;roughnI the controllingy valve and casing taken, on'.` the line ,5i-5 or4 Fig. 6.-

x Fig. 36jisa-horizontalsectionon l.t5-'v6 of-Fzig.-.-5. e i :Figl isa, verticaljsection r`Online,7:77

of Fig. 5.. ,Y

Fig. 8 is a longitudinal.'diametrical section throughv the controlling valve.

Corresponding kand likezparts referred to in Ithe folio-Wing description ".and indi,- catedv in all .the viewsof thefaceompanying drawingsby the saine. reference characters. Referring to Figsy, Gf and 7,-Zii1dieates the upper. part` of thefvalver` ,casingI formed Witlra valve seat 3, ythe .flower part Ol? base of the valve casing beingdesignated 4L. At one end oftheJ section i sjdisposed a ,pipe gwhich opens into the valve casing byrneans 4ofya port l6, :this port extending transversely toltheflength of the. casing.` Adjacent the other end vof the vcasing butspaced therefrom is a port 7 Which also is transverselycexf tended andi which is relatively` nanrsowgand disposed adjacent the port.. 7s. but interrne.-y

lilo

. shown in Fig. 4.

of the usual construction diate this port 7 and the port 6 are the transin its lower face and a solid portion y15.

This slide valve is provided with ears 16 and a pin 17 passing through these ears connects the slidevalve with an arm 18 extending radially from a sleeve 19. This sleeve is mounted upon an arbor 20 to which is attached a handle 21.' By shifting the khandle the slide valve may be shifted from the position shown in Fig. 5 and Fig. 1 to that The handle operates over a rack 22 wherebyV the handle may be held in any adjusted position.

The auxiliary-reservoir is designated A, is and is connected to any usual or ordinary triple valve B. Preferably the triple valveB is constructed in accordance with `the triple valve shown and described inf my copending application.k Serial No. 841,918 filed on the 28th day of May,

1914, but any ordinary triple valve is adapted to operate with my straightaircontrolling mechanism. Inasmuch as the construction and operation of triple valves are well known to those skilled in the art, itis not considered necessary todescribe or illustrate the'details of the triple valve B. The triple valve casing is connected to the brake cylinder C by the usual pipe c. f The main reservoir is designated D. y The port 7 is connected by -pipe`12 tothe auxiliary reservoir A, whilevport 9 is lconnected by pipe 11 to the pipe c. The pipe 10 leads from the port 8 to the atmosphere.

Extending from thepipe 11 isabranch pipe 23 which opens into the governing valve chamber 24. Extending from the other end of this valve chamber is a named end of the chamber 24 is a septum 26 having therein a valve seat 27. The governing chamber is diametrically enlarged at its end opposite the valve seat 27 as at 28 and the adjacent end wall is formed by a cap 29 into which pipe 23 opens. Disposed within this enlarged portion is a diaphragm 30 shown as held in place by a ring 31 and an internal cap 32 having perforations 33, and an extension or boss to limit distortion of the diaphragm 30.

Disposed in the contracted portion ofthe chamber 24 is a diaphragm y34 which yis approximately one-half the size of diaphragm 30; vThis as shown in Fig. 8 is held in place by a? ring 35 andan annulus 36 perforated at 3 Coacting with the valve seat-27 is a valve 38A Which is formed Hwith a stem 39 engaging pipe 25 opening kinto the main reservoir D. Adjacent the last the diaphragm 34. This stem carries a spindie 40 which engages a head 41 bearing against the diaphragm 30. These diaphragms 34 and 30 are linked together for common movement. From the port 6 of the casing 2 extends the Ipipe 5 which opens into the chamber 28 at a point midway between the septum 26 and the diaphragm 34.

The operation of the mechanism heretofore described is as follows. 1n the lap and running position of the valve as shown in Fig. 3, the imperforate portion 15 of the slide'valve 13fcovers the ports 7, 8 and 9. Hence there is no flow of air to the atmosphere from the auxiliary reservoir and the brake cylinders through either of the ports 7 or 9,'and no flow from the main reservoir through the governing chamber c 24 and port 9.

Upon a quick service application, the slide valve13 is shifted to uncover the port 7 as shown in Fig. 2, and air flows from the main reservoir to the auxiliary reservoir by way of pipe 25, chamber 24, pipe 5, port 6, chamber 2, port 7 and pipe 12 .moving the triple valve to service position. From the auxiliary reservoir air flows into the brake cylinder by the pipe c. As soon as there is 45 lbs. pressure in the brake cylinder (assuming that there is 90 lbs. main reservoir pressure), the back pressure in the pipe 11 and its. branch 23 will cause suliicient pressure to be exerted against the diaphragm 30 to vclose the valve`38and cut off iowof air to the reservoir. auxiliary.. At this time the auxiliary reservoir pressure will be 75 lbs. more or less. This is approximatelyive lbs. greater than the pressure in the train line. After the valve 39 closes, this excess pressure of approximately 5 lbs. will continue to flow to the brake cylinder until the pressure in the auxiliary reservoir is slightly less than in the train line. Then thetriple piston valve will move to lap positionk and close communication between the auxiliary reservoir and the brake cylinder. A

The quick service is secured by shifting the valve 13 so as to entirely open the port 7 thus giving a rapid iiowV of air from the main reservoir to the auxiliary reservoir. To secure a quick release, illustrated diagrammatically in Fig. 1, the valve 13 is shifted So that its cavity 14 connects both of the ports 7 and 9 with the atmosphere by port 8. This connection vents air both from the. auxiliary reservoir and brake cylinder and causes the triple valve to return quickly toitsnormal position (inwhich position the brake ycylinder is connected to the atmosphere through the tripleslide valve as usual) and Llso vents the air behind the diaphragm 30 allowing the valve 38 to open.

In order to secure a graduated service application, the handle 21 is moved to shift W. C. WEBSTER. STRAIGHT AIR MECHANISM FOR AIR BRAKES.

APPucATioR man MAY2a.1a14. Lo, Patented oet. 30,1917. 'y 2 sREETssREET 2.

x with! f andi particularly to ineans'for operating the engine brakes of. .a train .by air from the l mainv reservoir ofthe air brakesystem.

Tliefmain 'objectof this invention is-.to p'rovideineans whereby-.the triple valve on the enginefmay lie-shifted 'to-service position by use of straight air-""f and' eliminate-the use of'check valves' or like valves'. between the straight air mechanism andfthe. triple 'valvey f' y another object ofniy inventiongis to provide a-v straight air system `jin which the i pressure applied to `the engine brakes shall be at' all times in correspondence With the pressure in tliemain *reservoirJ and the -train pipe so thatiir the v pressure `in the main reservoir is increased, thel pressure-1 applied to the en gine brakesand inthe trainfpip'e shall also be increased.l In all standard airybrake systemsy pressure appliedto the enginebrakes bythestraightairsystem is the same atall times, no matterhow muchl the inain -reservoir and brake pipe pressures are raised above tlie standard 90 lbsfand 70 lbs., respectively. 'Inother Words, if the 'straight air brake is set with a` main reservoir-pressure of 90 llos; and a trainflineipressure'of lbs., the pressurein `the engine brake cylinderswill 'be 45 lbs., assuming thatthe reducing valve has been adjusted to` this pressure, and this pressure will' always be i5 lbs., `no more or; no less, evenk though-the mainreservoirpressure befraised to 110 lbs. and the trainr line pressureto lbs. ,There will be 45 lbs. of pressure upon a str-aight air application of the engine'brakes, lthough the pressure in the automaticapplication Will vary With the train line pressure. W'ith my construction if-'pressure is raised v'inthe main resei'voir-above 90 lbs., the `straight air f application is alsol automaticallyV Yincreased; in proportion. I il 1 A'further object oimy invention isto provide a straight air. brake valveadapted to operate the triple 'valve on, theengineto thereby open the triple fvalveexhaust port in tsquk releaSepositQn/and Gloss the triple valveexhaust port in ltsxservice pesi; tion y'for reasons which will hereafter, more fully appear, and, to so rdesign the brake valve` as to. give either a graduated;l service y quiclgrelease- Myginvention isillustratedin laceoinpauying drawings, wherein.:

Flgure l's adagammatie;View @ff-th@ f elements ofiny straight air system in'quiek releaseposition. l F ig. 2 is a likeview to lF, ig. lflout showing the elementsoi the system ini the quick. service; position. f

Fig.v Sis a diagraniniaticview showing the position of the slide valve running onlap position. j j

l. Fig. 4f; is like viewshewngthe @Sit/,i011 of the .slide valve at graduated release.

Fig! 5 .gis la vertical*` section glth;rinlghnI the controllingy valve and casing taken, on'.` the line ,5i-5 or4 Fig. 6.-

x Fig. 36jisa-horizontalsectionon l.t5-'v6 of-Fzig.-.-5. e i :Figl isa, verticaljsection r`Online,7:77

of Fig. 5.. ,Y

Fig. 8 is a longitudinal.'diametrical section throughv the controlling valve.

Corresponding and likezparts referred to in Ithe folio-Wing description ".and indi,- catedv in all .the viewsof thefaceompanying drawingsby the saine. reference characters. Referring to Figsy, Gf and 7,-Zii1dieates the upper. part` of thefvalver` ,casingI formed Witlra valve seat 3, ythe .flower part Ol? base of the valve casing beingidesignated 4L. At one end oftheJ section i isjdisposed a ,pipe gwhich opens into the valve casing byrneans 4ofya port l6, :this port extending transversely toltheflength of the. casing.` Adjacent the other end vof the vcasing butspaced therefrom is a port 7 Which also is transverselycexf tended andi which is relatively` nanrsowgand disposed adjacent the port.. 7s. but interrne.-y

. shown in Fig. 4.

of the usual construction diate this port 7 and the port 6 are the transin its lower face and a solid portion y15.

This slide valve is provided with ears 16 and a pin 17 passing through these ears connects the slidevalve with an arm 18 extending radially from a sleeve 19. This sleeve is mounted upon an arbor 20 to which is attached a handle 21.' By shifting the khandle the slide valve may be shifted from the position shown in Fig. 5 and Fig. 1 to that The handle operates over a rack 22 wherebyV the handle may be held in any adjusted position.

The auxiliary-reservoir is designated A, is and is connected to any usual or ordinary triple valve B. Preferably the triple valveB is constructed in accordance with `the triple valve shown and described inf my copending application.k Serial No. 841,918 filed on the 28th day of May,

1914, but any ordinary triple valve is adapted to operate with my straightaircontrolling mechanism. Inasmuch as the construction and operation of triple valves are well known to those skilled in the art, itis not considered necessary todescribe or illustrate the'details of the triple valve B. The triple valve casing is connected to the brake cylinder C by the usual pipe c. f The main reservoir is designated D. y The port 7 is connected by -pipe`12 tothe auxiliary reservoir A, whilevport 9 is lconnected by pipe 11 to the pipe c. The pipe 10 leads from the port 8 to the atmosphere.

Extending from thepipe 11 isabranch pipe 23 which opens into the governing valve chamber 24. Extending from the other end of this valve chamber is a named end of the chamber 24 is a septum 26 having therein a valve seat 27. The governing chamber is diametrically enlarged at its end opposite the valve seat 27 as at 28 and the adjacent end wall is formed by a cap 29 into which pipe 23 opens. Disposed within this enlarged portion is a diaphragm 30 shown as held in place by a ring 31 and an internal cap 32 having perforations 33, and an extension or boss to limit distortion of the diaphragm 30.

Disposed in the contracted portion ofthe chamber 24 is a diaphragm y34 which yis approximately one-half the size of diaphragm 30; vThis as shown in Fig. 8 is held in place by a? ring 35 andan annulus 36 perforated at 3 Coacting with the valve seat-27 is a valve 38A Which is formed Hwith a stem 39 engaging pipe 25 opening kinto the main reservoir D. Adjacent the last the diaphragm 34. This stem carries a spindie 40 which engages a head 41 bearing against the diaphragm 30. These diaphragms 34 and 30 are linked together for common movement. From the port 6 of the casing 2 extends the Ipipe 5 which opens into the chamber 28 at a point midway between the septum 26 and the diaphragm 34.

The operation of the mechanism heretofore described is as follows. 1n the lap and running position of the valve as shown in Fig. 3, the imperforate portion 15 of the slide'valve 13fcovers the ports 7, 8 and 9. Hence there is no flow of air to the atmosphere from the auxiliary reservoir and the brake cylinders through either of the ports 7 or 9,'and no flow from the main reservoir through the governing chamber c 24 and port 9.

Upon a quick service application, the slide valve13 is shifted to uncover the port 7 as shown in Fig. 2, and air flows from the main reservoir to the auxiliary reservoir by way of pipe 25, chamber 24, pipe 5, port 6, chamber 2, port 7 and pipe 12 .moving the triple valve to service position. From the auxiliary reservoir air flows into the brake cylinder by the pipe c. As soon as there is 45 lbs. pressure in the brake cylinder (assuming that there is 90 lbs. main reservoir pressure), the back pressure in the pipe 11 and its. branch 23 will cause suliicient pressure to be exerted against the diaphragm 30 to vclose the valve`38and cut off iowof air to the reservoir. auxiliary.. At this time the auxiliary reservoir pressure will be 75 lbs. more or less. This is approximatelyive lbs. greater than the pressure in the train line. After the valve 39 closes, this excess pressure of approximately 5 lbs. will continue to flow to the brake cylinder until the pressure in the auxiliary reservoir is slightly less than in the train line. Then thetriple piston valve will move to lap positionk and close communication between the auxiliary reservoir and the brake cylinder. A

The quick service is secured by shifting the valve 13 so as to entirely open the port 7 thus giving a rapid iiowV of air from the main reservoir to the auxiliary reservoir. To secure a quick release, illustrated diagrammatically in Fig. 1, the valve 13 is shifted So that its cavity 14 connects both of the ports 7 and 9 with the atmosphere by port 8. This connection vents air both from the. auxiliary reservoir and brake cylinder and causes the triple valve to return quickly toitsnormal position (inwhich position the brake ycylinder is connected to the atmosphere through the tripleslide valve as usual) and Llso vents the air behind the diaphragm 30 allowing the valve 38 to open.

In order to secure a graduated service application, the handle 21 is moved to shift means tor establishing communication between the main reservoir and auxiliary reservoir, and automatic means governing such communication, said automatic means acting' to .maintain a constant pressure in the brake cylinder relative to that in the auxiliary reservoir during service application, the pressure in the auxiliary reservoir being substantially the same as that inthe train line.

3l.v In an air brake, the combination with a main reservoir, auxiliary reservoir,k brake cylinder, triple valve and train line, of means for establishing communication between the main reservoir and auxiliary Copies of this patent may be obtained for ve cents each, by addressing the Washingtoln'n.

reservoir, and automatic means governing such communicatlon, said automatic means acting to maintaina constant pressure 1n the brake cylinder relative to that in the Y auxiliary reservoir during service application', the pressure in the auxlliaryk reservoir being su stantlally the same as that 1n the 'train line and higher than in the brake cylinder.

.In testimony whereof I aiix my signature 25 Commissioner of Patents, 

